Mobile charging for electric vehicles

ABSTRACT

Example methods, apparatus and articles of manufacture for mobile charging of an electric vehicle are described herein. An example method disclosed herein includes determining whether a mobile charge vehicle is within a target distance from an electric vehicle, switching the electric vehicle into an autonomous driving mode when the mobile charge vehicle is determined to be within the target distance, and receiving energy from the mobile charge vehicle to charge a battery of the electric vehicle.

FIELD OF THE DISCLOSURE

This disclosure relates generally to electric vehicles and, moreparticularly, to mobile charging for electric vehicles.

BACKGROUND

Electric vehicles, including fully electric vehicles and hybrid electricvehicles, employ one or more batteries to store electrical power. Thesebatteries are typically large to ensure an adequate driving range. Suchlarge batteries are not only expensive to produce but add significantweight to the vehicle.

SUMMARY

An example electric vehicle disclosed herein includes a battery and afirst charge interface for the battery disposed on an exterior surfaceof the electric vehicle. The first charge interface is configured to beengaged with a second charge interface on an articulating arm of amobile charge vehicle to transfer energy from an energy source of themobile charge vehicle to the battery while the electric vehicle is inmotion.

A mobile charge vehicle is disclosed herein for charging an electricvehicle having a battery and a first charge interface. The mobile chargevehicle includes an energy supply, an articulating arm, a second chargeinterface coupled to an end of the articulating arm, and a controller tomove the articulating arm to engage the second charge interface with thefirst charge interface while the mobile charge vehicle is moving.

An example apparatus disclosed herein includes a first vehicle having afirst charge interface disposed in a recess formed in an exteriorsurface of the first vehicle and a second vehicle having an articulatingarm. A second charge interface is carried on an end of the articulatingarm. The articulating arm is to extend the second charge interface toengage the first charge interface while the first and second vehiclesare moving.

An example method disclosed herein includes determining whether a mobilecharge vehicle is within a target distance from an electric vehicle,switching the electric vehicle into an autonomous driving mode when themobile charge vehicle is determined to be within the target distance,and receiving energy from the mobile charge vehicle to charge a batteryof the electric vehicle.

An electric vehicle disclosed herein includes a battery, a chargeinterface for the battery disposed on an exterior surface of theelectric vehicle, and a charge monitoring system. The charge monitoringsystem is to determine when a mobile charge vehicle is within a firsttarget distance from the electric vehicle and switch the electricvehicle into an autonomous driving mode when the mobile charge vehicleis determined to be within the first target distance.

An example method disclosed herein includes detecting when a mobilecharge vehicle is within a first target distance from an electricvehicle, switching the electric vehicle into an autonomous driving modewhen the mobile charge vehicle is detected as being within the firsttarget distance and controlling the electric vehicle to reduce adistance between the mobile charge vehicle and the electric vehicle to asecond target distance smaller than the first target distance.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example system including an electric vehicle andan example mobile charge vehicle for charging a battery of the electricvehicle.

FIG. 2 is a rear view of the example electric vehicle of FIG. 1 showingan example female connector for a direct connection interface.

FIG. 3 is a top view of an example arm, in a retracted position, havingan example male connector for mating with the example female connectorof FIG. 2.

FIG. 4 is a top view of the example arm of FIG. 3 in a deployed orextend position in which the example male connector is engaged with theexample female connector.

FIG. 5 is a side view of the example electric vehicle and the examplemobile charge vehicle of FIG. 1 having example inductive plates forwireless charging.

FIG. 6 is a top view of an example arm in a deployed position in whichthe example inductive plates of FIG. 5 are engaged.

FIG. 7 is a flowchart representative of an example method of charging anelectric vehicle with a mobile charge vehicle implemented with theexample system of FIG. 1.

FIG. 8 is a block diagram of an example processor system structured toexecute example machine readable instructions represented at least inpart by FIG. 7 to implement the example system of FIG. 1.

Certain examples are shown in the above-identified figures and describedin detail below. In describing these examples, like or identicalreference numbers are used to identify the same or similar elements. Thefigures are not necessarily to scale and certain features and certainviews of the figures may be shown exaggerated in scale or in schematicfor clarity and/or conciseness. Additionally, several examples have beendescribed throughout this specification. Any features from any examplemay be included with, a replacement for, or otherwise combined withother features from other examples.

DETAILED DESCRIPTION

Electric vehicles (EVs) are becoming more prevalent. In fact, manycountries are considering certain restrictions on gas vehicles, therebyincreasing the demand for EVs. An EV may be a full EV, which operatesentirely on electricity, or a hybrid EV, which includes two powersources: one powered by electricity and one powered by gas or some otherfuel. Both full EVs and hybrid EVs employ a battery to store energy thatis used to power a motor of the EV. When buying an EV, consumerstypically desire the battery to contain much more power than needed todrive to a destination (e.g., work) and back (e.g., back home) in casethe consumer has to make additional stops or trips. For example, manyconsumers desire a battery that has 2 to 3 times more battery capacitythan is typically needed. For instance, a consumer that travels 50 milesto and from work will typically desire a vehicle having a charge rangeof at least 100-150 miles, and as much as 300 miles. As a result, EVsare manufactured with relatively large batteries to meet the consumers'demands. Not only are these large batteries expensive, but they addsignificant weight to the vehicle and, thus, decrease the efficiency ofthe vehicle. The added weight also means a more rigid chassis is neededto support the battery, which further increases manufacturing costs.

Example methods, apparatus and articles of manufacture are disclosedherein for recharging a battery of an EV (a full EV or a hybrid EV). Insome examples, charging may occur while the EV is in motion, whichenables the EV to be charged between stops and more often and, thus,decreases the need for a larger battery. As a result, the EV can employa battery having a relatively smaller capacity and, thus, smaller sizedbatteries can be utilized. Smaller batteries are relatively lighter andcheaper to manufacture. Therefore, the disclosed methods, apparatus andarticles of manufacture reduce costs and increase fuel economy of an EV.Further, the example methods, apparatus and articles of manufacturedisclosed herein enable drivers to be more confident in their drivingranges because a mobile charge operation can be performed while the EVis en route and with minimal interference to the EV.

In some disclosed examples, one or more mobile charge vehicles or units(MCVs) are stationed, or in motion, throughout an area, such as a cityor town. If the remaining energy or charge of the battery of an EVbecomes low (i.e., a charge is needed), a mobile charge operation can berequested (e.g., manually or automatically). One of the MCVs isscheduled to rendezvous with the EV at a rendezvous location (e.g.,along a section of a highway). The EV includes a first charge interfacefor the battery that is accessible from an exterior of the EV. Inparticular, the first charge interface is disposed on an exteriorsurface of the EV (e.g., on a rear bumper of the EV). As used herein,“on an exterior surface” or “on an exterior” means on an outer mostsurface (e.g., flush with or protruding from the outer most surface) ofa vehicle, in a recess formed in an outer most surface of a vehicle, orbehind a protective cover such as a door that opens or a rubber sealthat can be penetrated. Example MCVs include an articulating armcarrying a second charge interface for a battery or other source ofelectrical energy supply carried by the MCV. When the MCV is positionedwithin a target distance from the EV, the articulating arm is extendedto engage the second charge interface with the first charge interface.In some examples, the engagement between the charge interfaces is adirect connection. For example, the second charge interface on themobile charge vehicle may be a male pin connector and the first chargeinterface on the EV may be a female socket connector. In other examples,the first and second charge interfaces may include inductive plates forwireless charging or charging that does not require a fixed physicalcontact between the charge interfaces.

In some examples, the mobile charge vehicle includes an alignment sensorto align the second charge interface on the mobile charge vehicle withthe first charge interface on the EV. In some examples, the alignmentsensor is carried on the end of the arm (e.g., adjacent the secondcharge interface). The alignment sensor may be one or more of camera, alaser, an acoustic sensor (e.g., a sonic or ultrasound sensor), forexample. In other examples, other types of alignment sensors may beemployed. For example, a detection/alignment system may be employed thatincludes a sender (e.g., an infrared light) and a receiver (e.g., aninfrared sensor).

In some examples, during deployment of the arm and/or during charging,the EV switches into autonomous driving mode in which the EV isself-driven. In some instances, having the EV in an autonomous drivingmode ensures that the EV is driven with consideration of the MCV drivingadjacent (e.g., behind) the EV. For example, the EV may be driven morecautiously to account for braking distance and/or other road and trafficconditions. In some examples, the MCV is autonomous or self-driving. Insome examples, the EV and the MCV communicate driving information (e.g.,a speed, a direction, a quantity of braking or accelerating, a roadcondition(s), a traffic condition(s), etc.) to each other to synchronizethe driving of both vehicles. As such, the EV and/or the MCV may adjusttheir driving according to the other to maintain the vehicles within atarget distance (e.g., a desired range) while the charging takes place.Once the charge is complete or a desired charge amount is reached, thearm may be retracted and the EV may continue to its desired destination.

An example system 100 for charging an electric vehicle (EV) 102 (e.g., afirst vehicle) with a mobile charge vehicle (MCV) 104 (e.g., a secondvehicle) is illustrated in FIG. 1. The EV 102 may be any vehicle (e.g.,an automobile) powered at least in part by a battery or another sourceof stored energy (e.g., a capacitor). The electric vehicle 102 may be afull EV (e.g., powered entirely by electricity) or a hybrid EV (e.g.,powered in part by a gas or fuel and in part by electricity).

In the illustrated example, the EV 102 includes a battery 106 (e.g., afirst battery). The battery 106 may be one battery or multiple batteriesthat provide electrical power to a motor of the EV 102. The MCV 104includes a battery 108 (e.g., a second battery, an energy supply) thatmay include one or more batteries. In some examples, the battery 108 ofthe MCV 104 is pre-charged. Additionally or alternatively, in someexamples, the MCV 104 charges the battery 108 with the engine of the MCV104 (e.g., via an alternator) and/or another engine (e.g., a generator)carried by the MCV 104. The MCV 104 may be a full EV, a hybrid EV, a gaspowered vehicle, a fuel cell vehicle, or any other type of vehiclehaving an energy supply.

To transfer energy from the battery 108 of the MCV 104 to the battery106 of the EV 102, the EV 102 includes a first charge interface 110 forthe battery 106 and the MCV 104 includes a second charge interface 112for the battery 108. When the first charge interface 110 and the secondcharge interface 112 are engaged (e.g., coupled or in close proximity),energy can be transferred from the battery 108 of the MCV 104 to thebattery 106 of the EV 102. In other words, the first charge interface110 is configured to be engaged with the second charge interface 112 totransfer electrical energy from the battery 108 of the MCV 104 to thebattery 106 of the EV 102. For example, the first charge interface 110may be a female connector and the second charge interface 112 may be amale connector, or vice versa.

The first charge interface 110 is to be disposed on an exterior surfaceof the EV 102. In the illustrated example, the first charge interface110 is located on a rear 114 of the EV 102 (e.g., on a rear bumper,beneath the rear bumper, etc.). The second charge interface 112 islocated on a front 116 of the MCV 104 (e.g., on a front bumper, beneathor above the front bumper, etc.). In particular, the second chargeinterface 112 is carried on an end of an articulating arm 118 that ismovably coupled to the front 116 of the MCV 104. The arm 118 iscontrolled to move the second charge interface 112 outward and to engagethe second charge interface 112 with the first charge interface 110, asdisclosed in further detail herein.

In the illustrated example, the EV 102 includes a charge monitoringsystem 120 that monitors the level of energy or charge remaining in thebattery 106. In some examples, the charge monitoring system 120automatically requests a charge from an MCV (e.g., the MCV 104) when theremaining energy in the battery 106 reaches a threshold (e.g., 10%capacity). Additionally or alternatively, in some examples a user (e.g.,the driver of the EV 102) requests a charge from an MCV.

In some examples, the system 100 operates in a plurality of modes orphases throughout a charging process. For example, the charge monitoringsystem 120 of the EV 102 and a charge monitoring system 122 of the MCV104 may operate the respective vehicles in different modes. Once acharge is requested, the system 100 coordinates a rendezvous between anMCV, such as the MCV 104, and the EV 102. In some examples, multipleMCVs are stationed through an area (e.g., a city). In some examples, theMCVs are stationed at charge stations and are charging their respectivebatteries. In a rendezvous mode (e.g., a first mode), the chargemonitoring system 122 of the selected MCV 104 navigates the MCV 104 to arendezvous location and approaches the EV 102. Example methods,apparatus and articles of manufacture that may be implemented tocoordinate a rendezvous between an MCV and an EV are disclosed inInternational Patent Application No. PCT/US16/34103, titled “Methods andApparatus to Charge Electric Vehicles,” filed May 25, 2016, which isincorporated herein by reference in its entirety.

In the illustrated example, the EV 102 includes a global positioningsystem (GPS) receiver 124 and the MCV 104 includes a GPS receiver 126. Arendezvous location may be determined based on the locations of the EV102 and the MCV 104. In some examples, the rendezvous location is arange. For example, the rendezvous location may be a quarter milesection of a highway where the MCV 104 is scheduled to meet the EV 102.In some examples, the MCV 104 is autonomously driven. The MCV 104includes an autonomous driving system 128 that automatically drives theMCV 104 to the rendezvous location. The rendezvous location may beconstantly updated based on changes in the location and/or anticipatedlocation of the EV 102 and/or the MCV 104. As such, the EV 102 cancontinue to its desired location without interruption. In otherexamples, the MCV 104 is human driven.

The MCV 104 drives to the rendezvous location and approaches the rear114 of the EV 102 until the MCV 104 is within a target distance from theEV 102. Once the MCV 104 is within a target distance of the EV 102, thesystem 100 operates in a deployment mode (e.g., a second mode) in whichthe arm 118 is deployed to engage the second charge interface 112 withthe first charge interface 110. In some examples, the charge monitoringsystem 120 and/or the charge monitoring system 122 determines whetherthe MCV 104 is within the target distance based on the relativelocations of the EV 102 and the MCV 104 determined by the GPS receivers124, 126. In some examples, vehicle object detection sensors such asradar, ultrasound, camera, etc. may be used to determine the relativelocations of the EV 102 and the MCV 104. Additionally or alternatively,alignment information from an alignment sensor (e.g., such as thealignment sensor 322 of FIG. 3) may be used to determine whether the MCV104 is within the target distance from the EV 102.

In some examples, the target distance is based on one or more of thesize of the EV 102, the size of the MCV 104, the speed of the EV 102,the speed of the MCV 104, the reachable distance of the arm 118, roadconditions (e.g., potholes, icy roads, etc.), traffic conditions, etc.In some examples, the target distance is a range. For example, thetarget distance may be an area in which a center of the front 116 of theMCV 104 is intended to remain, such as within a distance of 3′-6′ behindthe middle of the rear 114 of the EV 102, and within 2′ to either sideof a middle of the rear 114 of the EV 102. In other examples, the targetdistance may be other ranges. Within this range, the arm 118 can operateto engage the second charge interface 112 with the first chargeinterface 110 for charging (as disclosed in further detail herein). Inthe illustrated example, the MCV 104 includes an arm controller 130 tocontrol the arm 118 to engage the second charge interface 112 with thefirst charge interface 110.

Once the second charge interface 112 is engaged with the first chargeinterface 110, the system 100 operates in a charge mode (e.g., a thirdmode). For example, the charge monitoring system 120 of the EV 102 andthe charge monitoring system 122 of the MCV 104 switch to a charge modeand energy is transferred from the battery 108 of the MCV to the battery106 of the EV 102. In some examples, during the deployment mode and/orthe charge mode, the EV 102 and/or the MCV 104 are switched to anautonomous driving mode (e.g., a self-driving mode). For instance, oncethe MCV 104 is within the target distance, the charge monitoring system120 of the EV 102 may switch the EV 102 into an autonomous driving mode.Additionally or alternatively, the charge monitoring system 122 of theMCV 104 may switch to the MCV 104 into an autonomous driving mode. Inthe illustrated example, the EV 102 includes an autonomous drivingsystem 132 that operates to automatically drive the EV 102. Theautonomous driving system 132 drives the EV 102 based on theconsideration that the MCV 102 is adjacent (e.g., behind) the EV 102.For example, the autonomous driving system 132 may drive the EV 102 at arelatively slower speed, take wider turns, allow for more room betweenthe EV 102 and vehicles ahead (e.g., to enable the EV 102 to accelerateand decelerate at lower rates), etc. In some examples, the autonomousdriving system 132 may consider road conditions (e.g., potholes, icyroads, etc.) and/or traffic conditions.

In some examples, after switching the EV 102 into an autonomous drivingmode, the EV 102 is controlled to reduce a distance between the MCV 104and the EV 102 to a second target distance, which is closer than theinitial target distance. For example, the MCV 104 may drive to therendezvous location and approach the rear 114 of the EV 102 until theMCV 104 is within a first target distance. The first target distance maybe, for example, a range of 10′-20′. When the MCV 104 is within firsttarget distance from the EV 102, the charge monitoring system 120 of theEV 102 switches the EV 102 into an autonomous driving mode. The EV 102and/or the MCV 104 are then autonomously controlled (e.g., via therespective autonomous driving systems 132, 128) to reduce a distancebetween the EV 102 and the MCV 104 to a second target distance, which issmaller than the first target distance. For example, the second targetdistance may be 3′-6′. The EV 102 may reduce its speed, for example.Additionally or alternatively, the EV 102 may send driving instructions(e.g., via the communications system 134 (FIG. 1)) to the MCV 104 toreduce the distance between the MCV 104 an the EV 102. The chargemonitoring system 120 and/or the charge monitoring system 122 determineswhether the MCV 104 is within the second target distance (e.g., bydetecting the relative locations of the EV 102 and the MCV 104 from theGPS receivers 124, 126, the alignment sensor 322, etc.). Once the MCV104 is within the second target distance, the arm 118 may be deployed toengage the second charge interface 112 with the first charge interface110 and energy can be transferred from the MCV 104 to the EV 102. Insome examples, switching the EV 102 to the autonomous driving modebefore moving the MCV 104 closer to the EV 102 (where the arm 118 isdeployed) increases the safety of the process. In other examples, morethan two target distances may be employed.

As the EV 102 drives, the MCV 104 is synchronized to drive with the EV102 (e.g., via adaptive cruise or another autonomous control). In someexamples, the MCV 104 includes one or more sensors that automaticallydetect a position of the EV 102 and adjusts the speed, direction, etc.of the MCV 104 to stay within the target distance. In some examples,driving information is communicated to the MCV 104 so that the MCV 104can synchronize its driving. In the illustrated example, the EV 102includes a communication system 134 and the MCV 104 includes acommunication system 136. The communication systems 134, 136 may be, forexample, dedicated short range communications (DSRC). DSRC is a two-wayshort-to-medium wireless communication capability that permits a highrate of data transmission. In other examples, the communication systems134, 136 may employ Bluetooth, radio, and/or any othervehicle-to-vehicle (V2V) communication device(s). The drivinginformation (e.g., speed, steering, anticipated braking, etc.) istransmitted from the EV 102 to the MCV 104. The autonomous drivingsystem 128 of the MCV 104 uses the driving information to adjust itsspeed, steering, etc. to stay within the target distance.

In other examples, the EV 102 is not autonomously driven, and the driverof the EV 102 continues to control the EV 102 while in the deploymentand/or charge modes. In such an example, the EV 102 includes a drivingdetection system 138. The driving detection system 138 receives inputsfrom the steering column, the position of the brake pedal, the positionof the gas pedal, the speedometer, etc. The driving information issimilarly transmitted to the MCV 104 so that the MCV 104 can adjust itsspeed, steering, etc. to remain within the target distance.

After the charging is completed, the system 100 operates in a detachmentmode. In some examples, the charge monitoring system 120 determines whenthe battery 106 is charged and requests (e.g., using the communicationssystem 134) a disengagement. The charge monitoring system 122 uses thearm controller 130 to disengage the second charge interface 112 from thefirst charge interface 110. The EV 102 continues to its desiredlocation, and the MCV 104 may then be redirected to a new destination(e.g., back to a charging station). In some examples, the EV 102 and/orthe MCV 104 are switched back to manual mode. As can been seen, the EV102 is not required to stop, slow down or alter its course during thecharging process. As a result, the EV 102 can continue to its desireddestination with minimal interference.

In some examples, energy is transferred via a direct or physicalconnection between the first charge interface 110 and the second chargeinterface 112. FIG. 2 illustrates the rear 114 of the EV 102 showing thefirst charge interface 110. In the illustrated example, the first chargeinterface 110 is implemented as a female socket connector 200 (e.g., afemale connector). The first charge interface 110 is mounted in a recess202 (e.g., a nozzle) formed in the rear 114 of the EV 102 (e.g., formedin an exterior surface of the EV 102). In the illustrated example, therecess 202 is conical, which aids in aligning or docking the secondcharge interface 112 with the first charge interface 110. In otherexamples, the recess 202 may be shaped differently. In some examples,the female socket connector 200 is not disposed in a recess (e.g., isflush or even with the rear 114 of the EV 102).

FIG. 3 is a top view showing the arm 118 in a retracted position andFIG. 4 is a top view showing the arm 118 in a deployed position. The arm118 may be extended between the retracted position and the deployedposition during the deployment mode, for example. In the illustratedexample, the arm 118 includes a first arm portion 300 rotatably coupledto the front 116 of the MCV 104 at a first joint 302. The first armportion 300 is rotatable about the first joint 302 via a first motor 304(e.g., an actuator). The first motor 304 also moves the first armportion 300 vertically, such that the arm 118 can be moved up and downas desired. In the illustrated example, a second arm portion 306 isrotatably coupled to an end of the first arm portion 300 at a secondjoint 308. The second arm portion 306 is rotatable about the secondjoint 308 via second motor 310. In the illustrated example, the secondcharge interface 112 is rotatably coupled to an end of the second armportion 306 at a third joint 312. The second charge interface 112 isrotatable about the third joint 312 via a third motor 314. The armcontroller 130 (FIG. 1) controls the first, second and third motors 304,310, 314 to move the second charge interface 112 toward or away from thefirst charge interface 110. A charge cable or cord 316 extends from theMCV 104 to the second charge interface 112 and couples the battery 108(FIG. 1) to the second charge interface 112.

To bias the second charge interface 112 toward the first chargeinterface 110 and maintain a relatively tight connection, the arm 118includes a shock or strut 318 having a spring 320. The spring 320 actsto absorb bounces or disturbances. In the illustrated example, the strut318 is coupled to the end of the second arm portion 306, and the secondcharge interface 112 is coupled to the strut 318 (i.e., the strut iscoupled between the second charge interface 112 and the second armportion 306). The spring 320 biases the second charge interface 112outward (e.g., away from the front 116 of the MCV 104). In someexamples, the arm 118 is controlled to apply a predetermined amount offorce when engaging the second charge interface 112 with the firstcharge interface 110, which partially or fully compresses the spring320, as illustrated in FIG. 4. As a result, if the EV 102 and/or the MCV104 move apart from each other, toward each other, or otherwiseexperience small movements relative to each other (e.g., caused by bumpsin the road) the spring 320 maintains a biasing force to maintain thesecond charge interface 112 in engagement with the first chargeinterface 110. In some examples, a latch or lock (e.g., with a limitedlocking force or release threshold) is provided to temporarily couplethe second charge interface 112 to the first charge interface 110. Inother examples, no lock or latch device is provided, so that if asignificant departure is experienced, the second charge interface 112can easily break away from the first charge interface 110, therebyminimizing the likelihood of damage.

In some examples, an alignment sensor 322 is employed to align thesecond charge interface 112 with the first charge interface 110. In theillustrated example, the alignment sensor 322 is carried on the end ofthe arm 118 adjacent the second charge interface 112. The alignmentsensor 322 detects a position or location of the first charge interface110 and communicates the relative position between the first chargeinterface 110 and the second charge interface 112 to the arm controller130 (FIG. 1), which uses the information to control the arm 118 (e.g.,via the first, second and/or third motors 304, 310, 314) to move thesecond charge interface 112 toward the first charge interface 110. Thealignment sensor 322 may be one or more of a camera, a laser, radar, asonic sensor (e.g., an ultrasound sensor) or a maser, for example. Inother examples, other types of alignment sensors may be employed. Forexample, the alignment sensor 322 may include a GPS receiver. Thealignment sensor 322 may align the second charge interface 112 based onthe relative position between the location of the alignment sensor 322and the location of the first charge interface 110. In some examples, inaddition to or as an alternative to the driving information sent fromthe EV 102, the alignment sensor 322 communicates the relative positionto the autonomous driving system 128 of the MCV 104 so that the MCV 104can adjust its speed, direction, etc. to stay within the targetdistance.

In some examples, the alignment sensor 322 is coupled to another otherlocation for detecting the relative positions of the first chargeinterface 110 and the second charge interface 112. For instance, in someexamples, the alignment sensor 322 is mounted on the EV 102, and thealignment sensor 322 detects the position of the second charge interface112 and communicates the position (e.g., via the communication system130 (FIG. 1)) to the MCV 104. The arm controller 130 (FIG. 1) controlsthe arm 118 based on the position detected by the alignment sensor 322.In some examples, multiple alignment sensors (and/or receivers) areemployed.

Depending on the location of the second charge interface 112 relative tothe first charge interface 110, the arm 118 moves to engage the secondcharge interface 112 with the first charge interface 110. Additionallyor alternatively, the speed and/or direction of the EV 102 and/or theMCV 104 may be controlled to adjust the relative position between thefirst charge interface 110 and the second charge interface 112. In theillustrated example, the second charge interface 112 is implemented as amale pin connector 324 (e.g., a male connector), and the first chargeinterface 110 is the female socket connector 200. As a result, the arm118 is controlled to insert the male pin connector 324 into the femalesocket connector 200, as illustrated in FIG. 4. The conical shape of therecess 202 aids in aligning the second charge interface 112 (e.g., themale pin connector 324) with the first charge interface 110 (e.g., thefemale plug connector 200) as the second charge interface 112approaches. In the illustrated example, the second charge interface 112includes an angled or tapered surface 326. When the second chargeinterface 112 is moved towards the first charge interface 110, thetapered surface 326 engages the conical walls of the recess 202 to alignthe second charge interface 112 and the first charge interface 110.

In the illustrated example, the second charge interface 112 isimplemented as the male pin connector 324 and the first charge interface110 is implemented as the female socket connector 200. The male pinconnector 324 may be a 2 pin connector, a 3 pin connector, a 4 pinconnector, etc. In other examples, other types of direct connectionconnectors may be implemented, such as cylindrical connectors. In someexamples, the second charge interface 112 is implemented as a femalesocket connector and the first charge interface 110 is implemented as amale pin connector.

FIGS. 5 and 6 illustrate another example charge interface that may beimplemented to transfer energy from the MCV 104 to the EV102. Theexample charge interface employs inductive charging (e.g., wirelesscharging). In the illustrated example, the first charge interface 110includes an inductive receiver plate 500 (e.g., a first plate) and thesecond charge interface 112 includes an inductive transmitter plate 502(e.g., a second plate). The inductive transmitter plate 502 includes aprimary coil and the inductive receiver plate 500 includes a secondarycoil. To transmit power, the inductive receiver plate 500 and theinductive transmitter plate 502 are positioned close to one another(e.g., without physical contact between the plates 500, 502) or indirect contact with each other. When the inductive receiver plate 500and the inductive transmitter plate 502 are within a certain distance,electrical power may be transferred via inductive coupling.

In the illustrated example, the inductive receiver plate 500 has alarger surface area than the inductive transmitter plate 502. Forexample, the inductive receiver plate 500 may be 12 inches (″)×8″ andthe inductive transmitter plate 502 may be 6″×4″. The size differenceenables the inductive transmitter plate 502 to move back-and-forthand/or side-to-side while still maintaining inductive coupling with theinductive receiver plate 500. In other examples, the plates 500, 502 maybe other sizes. In other examples, the inductive transmitter plate 502has a larger surface area than the inductive receiver plate 500.

In FIG. 6, the arm 118 is in the extended or deployed position. In someexamples, the arm 118 is controlled to engage the inductive transmitterplate 502 with the inductive receiver plate 500. The plates 500, 502 canslide across one another while still maintaining wireless inductiveconnection. For example, if the distance or location between the EV 102and the MCU 104 changes, the plates 500, 502 can slide relative to eachother. This may be advantageous, for example, if the arm 118 does notinclude a spring or other biasing member. In other examples, the arm 118is controlled to position the inductive transmitter plate 502 proximateor near the inductive receiver plate 500 (e.g., 2″ away) withoutcontacting the inductive receiver plate 500. In some examples, theinductive receiver plate 500 and/or the inductive transmitter plate 502is covered by a material such as plastic that creates a small clearancebetween the inductive receiver plate 500 and the inductive transmitterplate 502, thereby providing protection for the plates 500, 502. Thecovering may also be more aesthetic (e.g., by hiding the metal plate ofthe inductive receiver plate 500 and/or the inductive transmitter plate502).

In the illustrated example of FIGS. 5 and 6, the inductive receiverplate 500 is angled downward, toward the ground, and the inductivetransmitter plate 502 is angled upward, away from the ground. As such,an even contact surface is formed between the inductive transmitterplate 502 and the inductive receiver plate 500. In other examples, theinductive transmitter plate 502 and the inductive receiver plate 500 maybe angled differently (e.g., vertical, horizontal).

In the illustrated examples of FIGS. 1-6, the first charge interface 110is on the rear 114 of the EV 102 and the second charge interface 112 ison the front 116 of the MCV 104. However, in other examples, thelocation of the first charge interface 110 and/or the second chargeinterface 112 may be different. For example, the first charge interface110 may instead be on a front of the EV 102 and the second chargerinterface 112 may be on a rear of the MCV 104. In other examples, thefirst charge interface 110 may be on a side of the EV 102, and thesecond charge interface 112 may be on a side of the MCV 104.

While an example manner of implementing the system of 100 is illustratedin FIG. 1, one or more of the elements, processes and/or devicesillustrated in FIG. 1 may be combined, divided, re-arranged, omitted,eliminated and/or implemented in any other way. Further, the examplecharge monitoring system 120, the example charge monitoring system 122,the example autonomous driving system 128, the example arm controller130, the example autonomous driving system 132, the examplecommunication system 134, the example communication system 136, theexample driving detection system 138 and/or, more generally, the examplesystem 100 of FIG. 1 may be implemented by hardware, software, firmwareand/or any combination of hardware, software and/or firmware. Thus, forexample, any of the example charge monitoring system 120, the examplecharge monitoring system 122, the example autonomous driving system 128,the example arm controller 130, the example autonomous driving system132, the example communication system 134, the example communicationsystem 136, the example driving detection system 138 and/or, moregenerally, the example system 100 could be implemented by one or moreanalog or digital circuit(s), logic circuits, programmable processor(s),application specific integrated circuit(s) (ASIC(s)), programmable logicdevice(s) (PLD(s)) and/or field programmable logic device(s) (FPLD(s)).When reading any of the apparatus or system claims of this patent tocover a purely software and/or firmware implementation, at least one ofthe example charge monitoring system 120, the example charge monitoringsystem 122, the example autonomous driving system 128, the example armcontroller 130, the example autonomous driving system 132, the examplecommunication system 134, the example communication system 136 and/orthe example driving detection system 138 is/are hereby expressly definedto include a tangible computer readable storage device or storage disksuch as a memory, a digital versatile disk (DVD), a compact disk (CD), aBlu-ray disk, etc. storing the software and/or firmware. Further still,the example 100 of FIG. 1 may include one or more elements, processesand/or devices in addition to, or instead of, those illustrated in FIG.1, and/or may include more than one of any or all of the illustratedelements, processes and devices.

A flowchart representative of an example method 700 for implementing thecharge monitoring system 120, the example charge monitoring system 122,the example autonomous driving system 128, the example arm controller130, the example autonomous driving system 132, the examplecommunication system 134, the example communication system 136, theexample driving detection system 138 and/or, more generally, the examplesystem 100 of FIG. 1 is shown in FIG. 7. In this example, the method 700may be implemented using machine readable instructions that comprise aprogram for execution by a processor such as the processor 812 shown inthe example processor platform 800 discussed below in connection withFIG. 8. The program may be embodied in software stored on a tangiblecomputer readable storage medium such as a CD-ROM, a floppy disk, a harddrive, a digital versatile disk (DVD), a Blu-ray disk, or a memoryassociated with the processor 812, but the entire program and/or partsthereof could alternatively be executed by a device other than theprocessor 812 and/or embodied in firmware or dedicated hardware.Further, although the example program is described with reference to theflowchart illustrated in FIG. 7, many other methods of implementing theexample system 100 may alternatively be used. For example, the order ofexecution of the blocks may be changed, and/or some of the blocksdescribed may be changed, eliminated, or combined.

As mentioned above, the example method 700 of FIG. 7 may be implementedusing coded instructions (e.g., computer and/or machine readableinstructions) stored on a tangible computer readable storage medium suchas a hard disk drive, a flash memory, a read-only memory (ROM), acompact disk (CD), a digital versatile disk (DVD), a cache, arandom-access memory (RAM) and/or any other storage device or storagedisk in which information is stored for any duration (e.g., for extendedtime periods, permanently, for brief instances, for temporarilybuffering, and/or for caching of the information). As used herein, theterm tangible computer readable storage medium is expressly defined toinclude any type of computer readable storage device and/or storage diskand to exclude propagating signals and to exclude transmission media. Asused herein, “tangible computer readable storage medium” and “tangiblemachine readable storage medium” are used interchangeably. Additionallyor alternatively, the example method 700 of FIG. 7 may be implementedusing coded instructions (e.g., computer and/or machine readableinstructions) stored on a non-transitory computer and/or machinereadable medium such as a hard disk drive, a flash memory, a read-onlymemory, a compact disk, a digital versatile disk, a cache, arandom-access memory and/or any other storage device or storage disk inwhich information is stored for any duration (e.g., for extended timeperiods, permanently, for brief instances, for temporarily buffering,and/or for caching of the information). As used herein, the termnon-transitory computer readable medium is expressly defined to includeany type of computer readable storage device and/or storage disk and toexclude propagating signals and to exclude transmission media. As usedherein, when the phrase “at least” is used as the transition term in apreamble of a claim, it is open-ended in the same manner as the term“comprising” is open ended.

The example method 700 is for charging an EV with an MCV. The examplemethod 700 is disclosed in connection with the example system 100 ofFIG. 1. However, in other examples, other systems may be employed toperform the example method 700.

At block 702, the charge monitoring system 120 of the EV 102 determinesif the battery 106 requires a charge. In some examples, the chargemonitoring system 120 automatically requests a charge when the battery106 reaches a threshold (e.g., 10% capacity). Additionally oralternatively, in some examples, a charge is manually requested by adriver of the EV 102 and/or or another operator. The EV 102 sends arequest to an MCV, such as the MCV 104, to receive a charge from the MCV104. If no charge is requested, the example method 700 continues tomonitor the charge of the battery 106.

Once a request is sent from the EV 102 to receive a charge from the MCV104, the MCV 104 is navigated to a rendezvous location (block 704). Asdisclosed herein, the charge monitoring system 122 of the MCV 104 mayswitch to a rendezvous mode in which the MCV 104 is navigated torendezvous location.

At block 706, the charge monitoring system 120 and/or the chargemonitoring system 122 determines if the MCV 104 is within a targetdistance from the EV 102. The target distance may be a range (e.g.,2′-6′ behind the EV 102 and 3′ to either side of a center for the rear114 of the EV 102), for example. In some examples, the charge monitoringsystem 120 and/or the charge monitoring system 122 determine whether theMCV 104 is within the target distance based on input from the GPSreceivers 124, 126 and/or alignment information from the alignmentsensor 322 (FIG. 3). If the MCV 104 is not within the target distancefrom the EV 102, the MCV 104 continues to travel towards to therendezvous location (block 704) until the MCV 104 is within the targetdistance.

Once the MCV 104 is in the target distance, the EV 102 and/or the MCV104 may operate in a deployment mode. At block 708, the EV 102 and/orthe MCV 104 switches to autonomous driving mode. For example, the chargemonitoring system 120 of the EV 102 may switch the EV 102 intoautonomous driving mode when the MCV 104 is detected as being within thetarget distance. As illustrated in FIG. 1, the autonomous driving system128 drives the MCV 104 and the autonomous driving system 132 drives theEV 102. At block 710, driving information is communicated between the EV102 and the MCV 104 using the communication systems 134, 136. Thedriving information may include the speed of the EV 102, the speed ofthe MCV 104, a direction of travel of the EV 102, a direction of travelof the MCV 104, anticipated braking of the EV 102, a road condition, atraffic condition, etc. In some examples, the MCV 104 receives thedriving information and adjusts a speed, direction, etc. of the MCV 104to synchronize the driving movements between the EV 102 and the MCV 104.

At block 712, the charge monitoring station 122 controls the arm 118(via the arm controller 130) to move the second charge interface 112toward the first charge interface 110 while the MCV 104 is in motion. Insome examples, a direct connection charge interface is employed. Forexample, in FIGS. 2-4 the second charge interface 112 includes the malepin connector 324 and the first charge interface 110 on the EV 102includes the female socket connector 200. In other examples, such as inFIGS. 5 and 6, a wireless charging interface may be implemented. In suchan example, the arm 118 is controlled to engage the inductivetransmitter plate 502 with the inductive receiver plate 502 or positionthe inductive transmitter plate 502 proximate or adjacent the inductivereceiver plate 500 without physically contacting the inductive receiverplate 500.

In some examples, after switching the EV 102 to autonomous driving modeand prior to deploying the arm 118, the EV 102 may be controlled (viathe autonomous driving system 132) to reduce a distance between the MCV104 and the EV 102 to a second target distance, which is closer than theinitial target distance. For example, the charge monitoring system 120may detect when the MCV 104 is within a first target distance (e.g.,10′-30′) from the EV 102 and switch the EV 102 into an autonomousdriving mode. The charge monitoring system 120 may then control the EV102 (via the autonomous driving system 132) to reduce a distance betweenthe EV 102 and the MCV to a second target distance (e.g., 3′-6′). Oncethe MCV 104 is within the second target distance, the arm 118 may bedeployed to engage the second charge interface 112 with the first chargeinterface 110 and energy can be transferred energy from the MCV 104 tothe EV 102.

At block 714, the charge monitoring systems 120, 122 switch to a chargemode and the MCV 104 transfers energy from the battery 108 to thebattery 106 of the EV 102 (e.g., the EV 102 receives energy from the MCV104 to charge the battery 106). In some examples, the charging operation(block 714) lasts about 15 minutes. In other examples, the chargingprocess may last longer or shorter. At block 716, the charge monitoringsystem 120 continues to monitor the charge level of the battery 106while energy is received. If the charging is not complete, the MCV 104continues to transfer energy to the battery 106 of the EV (block 714).

If the charge monitoring system 120 determines the charging is complete(e.g., when the battery 106 is at or near 100% capacity) (block 718),the arm 118 is retracted to disengage the second charge interface 112from the first charge interface 110 and the example method 700 ends atblock 720. In some examples, the EV 102 sends an instruction (e.g., viathe communication system 134) to the MCV 104 to disengage when thecharge level meets a threshold level. After the arm 118 is disengagedfrom the EV 102, the EV 102 continues to its desired destination, andthe MCV 104 may be routed to a new destination. In some examples, afterthe MCV 104 has disengaged, the EV 102 switches back to a manual drivingmode and the driver takes control of the EV 102.

FIG. 8 is a block diagram of an example processor platform 800 capableof executing instructions to implement the method 700 of FIG. 7 and thesystem 100 of FIG. 1. The processor platform 800 can be, for example, aserver, a personal computer, a mobile device (e.g., a cell phone, asmart phone, a tablet such as an iPad™), a personal digital assistant(PDA), an Internet appliance, a DVD player, a CD player, a Blu-rayplayer, or any other type of computing device.

The processor platform 800 of the illustrated example includes aprocessor 812. The processor 812 of the illustrated example is hardware.For example, the processor 812 can be implemented by one or moreintegrated circuits, logic circuits, microprocessors or controllers fromany desired family or manufacturer.

The processor 812 of the illustrated example includes a local memory 813(e.g., a cache). The processor 812 of the illustrated example is incommunication with a main memory including a volatile memory 814 and anon-volatile memory 816 via a bus 818. The volatile memory 814 may beimplemented by Synchronous Dynamic Random Access Memory (SDRAM), DynamicRandom Access Memory (DRAM), RAMBUS Dynamic Random Access Memory (RDRAM)and/or any other type of random access memory device. The non-volatilememory 816 may be implemented by flash memory and/or any other desiredtype of memory device. Access to the main memory 814, 816 is controlledby a memory controller.

The processor platform 800 of the illustrated example also includes aninterface circuit 820. The interface circuit 820 may be implemented byany type of interface standard, such as an Ethernet interface, auniversal serial bus (USB), and/or a PCI express interface.

In the illustrated example, one or more input devices 822 are connectedto the interface circuit 820. The input device(s) 822 permit(s) a userto enter data and commands into the processor 812. The input device(s)can be implemented by, for example, an audio sensor, a microphone, acamera (still or video), a keyboard, a button, a mouse, a touchscreen, atrack-pad, a trackball, isopoint and/or a voice recognition system.

One or more output devices 824 are also connected to the interfacecircuit 820 of the illustrated example. The output devices 824 can beimplemented, for example, by display devices (e.g., a light emittingdiode (LED), an organic light emitting diode (OLED), a liquid crystaldisplay, a cathode ray tube display (CRT), a touchscreen, a tactileoutput device, a printer and/or speakers). The interface circuit 820 ofthe illustrated example, thus, typically includes a graphics drivercard, a graphics driver chip or a graphics driver processor.

The interface circuit 820 of the illustrated example also includes acommunication device such as a transmitter, a receiver, a transceiver, amodem and/or network interface card to facilitate exchange of data withexternal machines (e.g., computing devices of any kind) via a network826 (e.g., an Ethernet connection, a digital subscriber line (DSL), atelephone line, coaxial cable, a cellular telephone system, etc.).

The processor platform 800 of the illustrated example also includes oneor more mass storage devices 828 for storing software and/or data.Examples of such mass storage devices 828 include floppy disk drives,hard drive disks, compact disk drives, Blu-ray disk drives, RAIDsystems, and digital versatile disk (DVD) drives.

Coded instructions 832 to implement the method 700 of FIG. 7 may bestored in the mass storage device 828, in the volatile memory 814, inthe non-volatile memory 816, and/or on a removable tangible computerreadable storage medium such as a CD or DVD.

From the foregoing, it will be appreciated that the above disclosedmethods, systems/apparatus and articles of manufacture enable an EV tobe charged while the EV is driving. The example methods,systems/apparatus and articles of manufacture create a less cumbersomecharging process that enables an EV to be charged more often, relativelyquickly, and with minimal interface to the EV. EVs can employ relativelysmaller batteries having less capacity, thereby increasing theefficiency of the EV and decreasing the manufacturing costs. As aresult, relatively cheaper EVs can be manufactured that are morecompetitively priced with gas vehicles.

Although certain example methods, apparatus and articles of manufacturehave been disclosed herein, the scope of coverage of this patent is notlimited thereto. On the contrary, this patent covers all methods,apparatus and articles of manufacture fairly falling within the scope ofthe claims of this patent.

What is claimed is:
 1. A method comprising: determining whether a mobilecharge vehicle is within a target distance from an electric vehicle,wherein the electric vehicle comprises a first charge interface, and themobile charge vehicle comprises a second charge interface; switching theelectric vehicle into an autonomous driving mode when the mobile chargevehicle is determined to be within the target distance; controlling anarticulating arm to engage the second charge interface with the firstcharge interface, wherein the controlling comprises: controlling, via afirst joint, a first orientation and a first height of a first armportion of the articulating arm, wherein a first end of the first armportion is coupled with a front of the mobile charge vehicle via thefirst joint, and a second end of the first arm portion is coupled with asecond joint; controlling, via the second joint, a second orientationand a second height of a second arm portion of the articulating arm,wherein a first end of the second arm portion is coupled with the secondjoint, and a second end of the second arm portion is coupled with athird joint; and controlling, via the third joint, a third orientationand a third height of a strut, wherein a first end of the strut iscoupled with the third joint, and a second end of the strut is coupledwith the second charge interface; and receiving energy from the mobilecharge vehicle to charge a battery of the electric vehicle.
 2. Themethod of claim 1 further including transmitting driving informationfrom the electric vehicle to the mobile charge vehicle.
 3. The method ofclaim 1 further including sending a request from the electric vehicle toreceive a charge from the mobile charge vehicle.
 4. The method of claim1 further including monitoring a charge level of the battery while theenergy is received.
 5. The method of claim 4 further including sendingan instruction from the electric vehicle to the mobile charge vehicle todisengage when the charge level meets a threshold level.
 6. The methodof claim 5 further including, after the mobile charge vehicle hasdisengaged, switching the electric vehicle to a manual driving mode. 7.The method of claim 1, wherein the first charge interface includes aninductive receiver plate and the second charge interface includes aninductive transmitter plate, wherein the inductive receiver plate isangled downward toward ground, and the inductive transmitter plate isangled upward away from ground.
 8. The method of claim 7, whereincontrolling the articulating arm to engage the second charge interfacewith the first charge interface includes positioning the inductivetransmitter plate adjacent the inductive receiver plate withoutcontacting the inductive receiver plate.
 9. A system comprising: anelectric vehicle comprising: a battery; a first charge interface for thebattery disposed on an exterior surface of the electric vehicle; and acharge monitoring system to: determine when a mobile charge vehicle iswithin a first target distance from the electric vehicle; and switch theelectric vehicle into an autonomous driving mode when the mobile chargevehicle is determined to be within the first target distance; the mobilecharge vehicle comprising: a second charge interface; and anarticulating arm comprising a first arm portion, a second arm portion,and a strut, wherein a first end of the first arm portion is coupledwith a front of the mobile charge vehicle via a first joint, a secondend of the first arm portion is coupled with a second joint, a first endof the second arm portion is coupled with the second joint, a second endof the second arm portion is coupled with a third joint, a first end ofthe strut is coupled with the third joint, and a second end of the strutis coupled with the second charge interface, and wherein the firstjoint, the second joint, and the third joint are configured to adjust anorientation and a height of each of the first arm portion, the secondarm portion, and the strut.
 10. The system of claim 9, wherein theelectric vehicle further includes an autonomous driving system to drivethe electric vehicle in the autonomous driving mode, the autonomousdriving system to control the electric vehicle to reduce a distancebetween the mobile charge vehicle and the electric vehicle to a secondtarget distance smaller than the first target distance.
 11. The systemof claim 9, wherein the electric vehicle further includes acommunication system to transmit driving information to the mobilecharge vehicle, the driving information including at least one of aspeed of the electric vehicle, a direction of the electric vehicle, aroad condition or a traffic condition.
 12. The system of claim 11,wherein the charge monitoring system is to monitor a charge level of thebattery while energy is transferred from the mobile charge vehicle tothe electric vehicle.
 13. The system of claim 12, wherein thecommunications system is to send an instruction to the mobile chargevehicle to disengage when the charge level meets a threshold level. 14.A method comprising: detecting when a mobile charge vehicle is within afirst target distance from an electric vehicle, wherein the electricvehicle comprises a first charge interface, and the mobile chargevehicle comprises a second charge interface; switching the electricvehicle into an autonomous driving mode when the mobile charge vehicleis detected as being within the first target distance; controlling theelectric vehicle to reduce a distance between the mobile charge vehicleand the electric vehicle to a second target distance smaller than thefirst target distance; and controlling an articulating arm to engage thesecond charge interface with the first charge interface when the mobilecharge vehicle is within the second target distance, wherein thecontrolling comprises: controlling, via a first joint, a firstorientation and a first height of a first arm portion of thearticulating arm, wherein a first end of the first arm portion iscoupled with a front of the mobile charge vehicle, and a second end ofthe first arm portion is coupled with a second joint; controlling, viathe second joint, a second orientation and a second height of a secondarm portion of the articulating arm, wherein a first end of the secondarm portion is coupled with the second joint, and a second end of thesecond arm portion is coupled with a third joint; and controlling, viathe third joint, a third orientation and a third height of a strut,wherein a first end of the strut is coupled with the third joint, and asecond end of the strut is coupled with the second charge interface. 15.The method of claim 14 further including detecting when the mobilecharge vehicle is within the second target distance.
 16. The method ofclaim 15 further including receiving energy from the mobile chargevehicle to charge a battery of the electric vehicle when the mobilecharge vehicle is within the second target distance.
 17. The method ofclaim 14, wherein controlling the articulating arm includes aligning thesecond charge interface with the first charge interface based onalignment data from a sensor carried by the articulating arm.
 18. Themethod of claim 14, wherein controlling the electric vehicle includessending driving instructions from the electric vehicle to the mobilecharge vehicle.